JPH04266375A - Adjusting of digital driving device for elevator - Google Patents

Abstract

PURPOSE: To provide a self-adjusting technology for the digital control driver of an elevator wherein self-adjustment is automatically performed by the driver, and to provide an elevator driver for performing self-adjustment by using information obtained by an internal signal. CONSTITUTION: A control parameter adjusting method is provided for controlling an elevator device. In this case, a signal for generating a response operation is supplied to the elevator device, a detecting signal indicating the response operation of the elevator is supplied, the size of the detecting signal is compared with the size of a set reference signal to generate a difference signal indicating a difference therebetween, and a control parameter is adjusted in proportion to the difference signal.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator, and more particularly to an electronic control method and an electronic control device for an elevator.

0002

2. Description of the Related Art When a new elevator is installed, it is necessary to adjust the elevator drive control device in order to optimize the operation of the elevator during the installation process. In this case, the elevator design parameters are known and
When installing a modern elevator control system, construction engineers, adjustment engineers, mechanics, etc. are instructed in simple work instructions how to adjust and which parameters to adjust. It is now possible to do this. However, in order to perform appropriate settings through such setting work, expensive equipment such as an oscilloscope, strip chart recorder, spectrum analyzer, and protocol analyzer is required.

Elevator systems are becoming more complex, and production lines are becoming more differentiated. In addition, the types of tools used for installation have expanded, the number of configuration instructions has become vast, and the configuration of control devices requires specialized knowledge of system behavior, requiring only appropriate personnel with appropriate knowledge to do so. It may be difficult to appropriately dispatch qualified engineers to the installation site as needed.

In order to solve these problems, a database containing necessary information such as setting procedures is stored in a portable personal computer, and when the adjustment engineer selects a menu displayed on the computer, the computer automatically Attempts have been made to make the measurement and setting work more straightforward. One such attempt was made in 1990.
European Patent Application Publication 0 published on May 2nd
366 097. The invention described in this publication is configured to temporarily connect a personal computer to an elevator system controlled by a microcomputer to perform installation work and measurements.
This eliminates the need for equipment such as oscilloscopes, strip chart recorders, and spectrum analyzers. Furthermore, according to the disclosure of this publication, computer programs can be exchanged, and all elevator systems can be set and measured using one personal computer. Further, according to the disclosed invention, remote monitoring can be performed using a telephone line without entering the machine room, and it can be easily handled even by an inexperienced engineer. In groups of a large number of elevators or elevators that are similar to each other, the configuration task is facilitated, since the adjustment parameters can be transferred from one elevator to another. The system consists of a computer which, for each physical device of the elevator, has all the necessary functions in the form of symbols, e.g. icons, which functionally correspond to the operation of the actual device. A separate measuring device is not required. Rather than using a general-purpose computer, it is easier to set up a computer that is specifically designed to perform these functions, and the personal computer must be operated according to guidance for each step of the process. Since measurements and settings are automatically performed, even engineers who are not familiar with elevator control devices can easily perform the setting work.

[0005]An attempt to facilitate elevator configuration using another computer is disclosed in British Patent Application Publication No. 2,180,960, published April 9, 1987. According to the disclosure of this bulletin, before the start of operation, a test program is executed, sends test signals to each part of the elevator, and estimates the operation of each part under the current installation conditions according to the reaction. form a map of its behavior. A test drive is performed to estimate the building geometry and the distance between floors. All necessary information is stored as information for controlling the elevator. This technology is intended to reduce the frequency of maintenance operations to change the basic software settings of buildings in which elevators are installed. According to the disclosure of this publication, it is explained that when the elevator is in standard use, 20% of the total working time is used for special planning for installation. However, since each customer requires unique settings for elevator operation, speed, etc. depending on the nature of each building, in practice the above system reduces maintenance work to change settings. do not. Furthermore, a more difficult adjustment is that of the drive.

[0006]

The problem of setting the drive system becomes particularly difficult when replacing the drive system of an old elevator system with a new one. To make replacement most economical, some older, expensive components, such as elevator drive motors, hoistway members, wires, etc., that have a long life and do not require replacement are continued in service. In many cases, even the manufacturers cannot obtain information on the design parameters of these old components. Even in these situations, a more modern setting is required.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a self-adjustment technique in a digitally controlled drive system for an elevator.

Another object of the present invention is to enable automatic self-adjustment by the drive device.

Yet another object of the present invention is to provide an elevator drive system that is self-adjusting using information obtained from internal signals.

Furthermore, another object of the present invention is to
The objective is to use information obtained from internal signals of the system to display sufficient information on a display for an adjustment engineer to know the adjustment status of the hardware. This uses the display built into the personal computer,
Or it can be displayed by connecting a personal computer to an elevator control device.

[0011]

[Means for Solving the Problems] In order to achieve the above object, according to a first configuration of the present invention, a signal causing a response operation is supplied to an elevator apparatus, and a detection signal indicating the response operation of the elevator is supplied. and compare the magnitude of the detection signal with the magnitude of a set reference signal to generate a difference signal indicating the difference between the two signals, and adjust the control parameter in proportion to the magnitude of the difference signal. A method for adjusting control parameters for controlling an elevator apparatus is provided.

According to the second configuration of the present invention, a torque command signal is supplied to move the elevator car, a detection signal indicating movement is recorded in the car, the movement of the car is stopped, and the detection signal and the detection signal are recorded. When a pre-stored reference signal table is compared and the code stored in the reference signal table and the code of the detection signal do not match, a change signal indicating the desired change of the selected detection signal is generated, and the selected detection signal is changed. A method for checking a signal for controlling an elevator installation is provided, characterized in that the sign of the signal is changed.

According to the third configuration of the present invention, the brake release signal is supplied, the signal indicating the brake release time after the brake release signal is generated is sampled, and the brake release time is set to a predetermined brake release time stored in advance. Provided is a method for adjusting the impedance of a brake in an elevator apparatus, characterized in that an instruction signal for adjusting the impedance of the brake is generated by comparing the impedance with a reference signal range indicating an allowable range of the impedance of the brake.

According to a fourth feature of the invention, generating a speed command signal having a magnitude indicative of a fraction of the rated speed, generating a selected motor field current that is less than the rated current;
Sample the detected armature voltage signal indicative of the speed of the motor, compare the magnitude of the sampled armature voltage with the magnitude of the stored signal representing the same fraction as said fraction of the rated armature voltage, and make a voltage proportional to the result of the comparison. Provided is a method for adjusting a motor field current of an elevator, characterized in that the motor field current is adjusted by adjusting the motor field current.

According to the fifth aspect of the present invention, an armature current command signal is generated, a detected armature current signal is determined at a selected time after the command signal is supplied, and the detected armature current signal is stored in advance as the armature detection current signal. Provided is a gain adjustment method for armature control, characterized in that the gain is adjusted in accordance with the adjustment signal by comparing reference signals obtained by comparing the two signals, and generating an adjustment signal proportional to the difference between the two signals.

According to the sixth aspect of the present invention, the speed characteristic command signal is supplied to the speed control device, the output of the speed control device is measured after the command signal is supplied, and the measured output of the speed control device is Provided is a method for adjusting the feedforward gain of a speed regulator, comprising: comparing it with a stored reference signal, generating an adjustment signal proportional to the difference between the two, and adjusting the feedforward gain in accordance with the adjustment signal. be done.

According to the seventh aspect of the present invention, the feedforward gain is set to a predetermined value, the selected speed characteristic command signal is supplied, and the maximum and minimum values of the speed regulator are recorded. generates a difference signal indicating the difference between the maximum and minimum values;
A method for adjusting a feedforward gain of a speed regulator is provided, the method comprising adjusting the feedforward gain so that the difference signal becomes zero.

According to the eighth configuration of the present invention, the start delay time is set larger than the final allowable value, the release of the brake is commanded, and the start torque characteristic is activated after the initial delay time, and the elevator car An elevator comprising the steps of measuring the movement of the car and the rollback amount of the car and reducing the delay time, and repeating each of the above steps while decreasing the delay time until the rollback amount becomes zero. A method for adjusting the start time of the vehicle is provided.

According to the ninth configuration of the present invention, a brake release signal is generated, a torque command signal is generated in response to the brake release signal, and the magnitude of the detected position signal indicating the amount of rollback is sampled. Provided is a routine delay time adjustment method for reducing car shaking during start, which comprises adjusting a dead delay time in proportion to the magnitude of the position signal.

According to a tenth aspect of the present invention, a signal for generating a step function of an armature current feedback control loop is supplied, and a detected armature current signal indicating a response of the current feedback control loop to the step function is measured. , compares the magnitude of the detected armature current signal with the magnitude of the stored reference signal, generates a current difference signal indicating the difference between the two, measures the selected response time, and selects the measured response time. generate a time difference signal indicating the difference between the two,
There is provided a method for adjusting control parameters of an elevator apparatus, characterized in that the control parameters are adjusted in proportion to the magnitudes of the current difference signal and the time difference signal.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows a signal processing device 10 composed of a microprocessor. This signal processing device is not limited to one configured with a microprocessor, but can be configured with various circuits that can perform similar functions. The signal processing device 10 is a C
It is composed of a PU 12, a RAM 16, an EPROM 18, and an input/output device (I/O) 20, which are connected by a data bus, an address bus, and a control bus (D, A, C) 14.

The signal processing device 10 in FIG. 1 is composed of a car 24, a rope 26 wound around a sheave 28, and a counterweight 30 connected to the end of the rope opposite to the car. The elevator system 22 is interfaced to an elevator system 22 located at the elevator. Sheave 28 is connected to a drive motor. In the configuration of FIG. 1, the motor is configured with a Leonard control device, and a sheave 28 is attached to the output shaft of the DC motor. The armature of the DC motor is excited by an armature current IA supplied to the power supply line 36 by a DC generator 38 driven by a motor shaft 40 of an AC motor 42 . The AC motor 42 includes
Three-phase AC power is supplied via three-phase power supply lines 44, 46, and 48, and AC motor 42 is driven at a constant rotation speed corresponding to the frequency. The field coil 50 of the DC motor 32 is an SCR controlled by a motor field current setting signal supplied from the input/output device 20 to a signal line 56.
It is excited by a motor field current IMF supplied by circuit 54. The detection signal of the motor field current signal is supplied to the signal processing device 10 via the signal line 58. Note that this detection signal is transmitted through a small resistor 60 on the signal line 52.
can be obtained by serially inserting . From this small voltage drop across the resistor, the motor field current is estimated.

Similarly, the armature current of the power supply line 36 is detected by inserting a resistor 62 into the power supply line, and the armature current detection signal is sent to the input/output device 2 via the signal line 64.
0. Similarly, one of the two conductive wires 64a and 64b constituting the signal line 64 is connected to the armature voltage (V
A) is used to indicate the size of.

The field coil 66 of the DC generator is excited by a signal supplied to the signal line 68 from the SCR circuit 70, which is controlled by the torque command signal αGF supplied from the input/output device 20 via the signal line 72. . A resistor 74 inserted into the signal line 68 causes a voltage drop on the signal line 76, which is supplied to the input/output device 20.

Tachometer 80 is attached to sheave 28 or motor shaft 34 by a link or shaft 81, and supplies a detected speed signal indicating the rotational speed of the sheave or motor shaft to input/output device 20 via signal line 82. Of course, instead of this tachometer 80, it is also possible to use a position sensor, supply a position detection signal via the signal line 82, and estimate the rotational speed using the internal clock 83 of the signal processing device 10. be.

As shown in FIG. 2, brake 84 is represented by resistance and inductance, and switch 8
4c is excited by the brake current IB supplied from the voltage source 84b via the power supply line 84a. As shown in FIGS. 11 and 18, a variable resistor 85 is provided to exponentially change the gradient of change in brake current in order to smoothly release the brake. Also, switch 8
6 is maintained in an open state in the initial state of the brake release operation, and is configured to be closed when movement of the car is detected.

Smooth operation of the brakes can also be achieved by open-loop control of the brake voltage or closed-loop control of the brake current. In addition, Figure 2
The open-loop control shown in Figure 1 is suitable at this stage.

For example, the brake 84 is excited by the DC brake current IB of the signal line 90 under closed loop control as shown in FIGS. is possible. The brake current is detected by resistor 94 and supplied to input/output device 20 via signal line 96 . For example, the single-phase AC voltage obtained from the two conductors 44 and 46 of a three-phase power line may be applied to the line 102 by a converter 104 driven by the feed line 106. The SCR circuit that supplies brake current on line 90 is supplied with a brake release signal (LB) via line 98.

For example, a number of devices disposed in the hoistway, such as position sensors, call buttons, indicators, car buttons, and indicators, supply their respective signals via moving cables (not shown). Note that these signals are shown as being input from the signal line 110.

As a maintenance tool 112, a terminal is used by a maintenance technician to implement the method of the present invention. This terminal or the elevator installation itself executes the software processing according to the method of the invention.

In the following explanation, the configurations shown in FIGS. 3 and 4 to 9 will be explained as being provided in the elevator control device, but the method of the present invention can be implemented by providing a similar configuration on the tool side. Is possible.

In FIG. 3, dashed lines 116 are shown to separate the hardware portions from the software portions implementing the invention. The configuration of the hardware portion shown to the right of dashed line 116 in FIG. 3 is the same as the configuration in FIG.

As described above, the portion to the left of the broken line 116 in FIG. 3 shows, in block form, the functions realized by the software stored in the EPROM 18 of the signal processing device 10 in FIG. These routines may be implemented in a variety of ways, and are not limited to those detailed below.

In the well-known Leonard control system, the DC generator 38 has a speed characteristic signal VR on the signal line 126.
Excited field 66 to generate armature current sufficient to accelerate DC motor 32 in response to speed characteristics provided by speed generator 124 providing EF.
have. The speed characteristic generator 124 has conventionally been provided as a separate component in one or more control devices. These conventional configurations included a relatively large resistor and a relay switch that shorted the resistor to increase or decrease the magnetic field strength depending on the desired acceleration. The functions of the speed characteristic generator of these conventional hardware configurations are realized by the software configuration of functional block 124. Such software-based speed characteristic generators are well known in the art. In the conventional technology, the general control at the time of starting a car is, for example, from the initial stage of the starting operation in response to a car starting command supplied from another control system such as an elevator group management control system (not shown). A speed reference signal on signal line 126 was used.

In contrast, in the present invention, the speed reference signal is used after the car starts moving by driving the electric motor in which the brake release operation is correlated with the torque command signal and the brake release signal. This prevents the car from shaking and over-accelerating when starting. In the preferred embodiment of the present invention, as described above, the use of the speed reference signal is delayed until the car starts moving, but this point is not an essential element of the present invention.
The method of the invention is also applicable to other configurations.

In the illustrated embodiment, as shown in FIG. compared to The difference between the speed command signal and the detected speed signal is supplied to the speed control device 132 from the signal line 130 as a speed difference signal. The speed control device 132 is constituted by a proportional-integral type control device, and the output of this speed control device is supplied to an adder 136 via a signal line 134. Adder 136 is further supplied with an addition signal from adder 140 via signal line 138 . Adder 136
supplies the addition signal to the adder 144 via the signal line 142. The adder 144 is further supplied with a detected armature current via a signal line 64. The difference signal on signal line 146 is provided to an armature current controller 148. The armature current controller 148 connects the SCR via a signal line 158.
A control signal is provided to circuit 170 to control the generator field current in feeder 68 . Since the armature current of the power supply line 36 is controlled by the current of the power supply line 68, the rotation speed of the DC motor 32 is controlled. This DC motor 32
The rotation speed is detected by a tachometer 80. The detection result of the tachometer is supplied to the speed feedback signal line 82. The above configuration constitutes a speed closed loop control system.

As described above, the speed reference characteristic of the signal line 126 indicates that although the speed loop is operating, it is not used in the process of starting the car, and only a creep reference signal of a small value is applied to the signal line 162. . This creep reference signal is added to the speed reference characteristic signal on the signal line 126 with a value of zero by the adder 1.
64 and provide the summed signal to filter 168 via signal line 166. Filter 168 provides a filter signal to adder 170 via signal line 128. These are the addition signals of the signal lines 82 and 128 mentioned above.

As described above, the output of the speed control device 132, which performs control so that the input to the signal line 130 is zero, is the sum of the feedforward gain signal on the signal line 172 and the start control torque signal on the signal line 174. Signal line 138 shown
is added to the sum signal of Note that the feedforward gain signal and the start control torque signal are provided by the feedforward gain function block 176 and the start logic function block 178, respectively. The start logic function block 178 performs the function of prohibiting the use of the speed reference characteristic until the detection of car movement, as described above. The launch logic function block 178 is supplied with a brake release signal from the speed characteristic generator 124 via a signal line 180, and in response, supplies a launch control torque signal to the signal line 174. A torque command signal that increases over time is supplied to the signal line 174 by this start control torque signal. This increase in the torque command signal stops when the car speed detection signal is applied to the signal line 82. After that, the value of the torque command signal on the signal line 174 remains constant. Signal line 82
When the car speed detection signal is generated, a starting characteristic signal is supplied to signal line 182. The speed characteristic generator 124 is
In response to this starting characteristic signal, supply of speed characteristics to the signal line 126 is started. Early in the process, the same brake release signal provided on signal line 180 is provided on signal line 96. This brake release signal is transmitted to the SCR circuit 10.
0 or the switch 84c, and the brake release operation is started. The generation timing and change gradient of the start control torque signal on the signal line 174 are such that the brake 92 is
8 is completely released, the starting torque characteristic under open loop control is set to an off level, and a speed control closed loop in which speed control is performed using a speed characteristic command signal is started. This method solves the problems of shaking and excessive acceleration when the car starts, which could not be solved in the past.

Feedforward gain function block 1
Reference numeral 76 is provided to estimate the magnitude of the signal on the signal line 172, and controls acceleration/deceleration of the motor. The operation of this feed forward gain functional block is performed by applying the signal on signal line 172 to adder 140 as shown in FIG. The feedforward gain function block 176 is connected to the signal line 18 from the speed characteristic generator 124.
It is controlled by an acceleration reference signal given to 6.

Some elevator manufacturers provide DC motors 32 whose field coils 32 can hold relatively large currents for long periods of time without overheating, thus making the field of the DC motor constant. The speed of the DC motor is controlled only by the armature current of the line 36. Other manufacturers have also downsized the DC motor coils to effectively utilize the DC motor field coils for speed control. In this case, a motor field estimation function block as shown in block 188 is required, and the acceleration period and speed between the start period and the transition to the constant speed driving period are determined according to the addition signal on the signal line 166. The motor field estimation current is applied during the deceleration period until the speed drops to 80%. Note that at the start of the deceleration period, the armature current control circuit starts deceleration control using a speed control loop. A control signal is provided on signal line 190 to command the magnitude of the motor field current, and the command value is compared in summer 192 to the sensed motor field current on signal line 58 . A current difference signal indicating this current difference is supplied from a signal line 194 to a PI control device 196, and the SCR circuit 54 is controlled by a control signal on a signal line 198.

[0041] In order to optimize elevator operation, several parameters need to be adjusted during system installation. Particularly when changing from a conventional drive unit to a modern one, the parameters of the system on which the installation is based vary widely depending on the type and manufacturer, and therefore require adjustment of the parameters.

[0042] In order to configure the system, knowledge of system behavior and expensive tools such as an oscilloscope and a strip chart recorder is required.

The present invention provides a technique in which the drive itself self-adjusts important parameters.

The initial stage of setting the activation device is classified into the following setting operations.

1. Checking feedback signal polarity to resolve conflicts

In order to run the elevator in a desired direction, the polarities of factors related to the running direction of the elevator must be in a predetermined combination. For example, in detecting the rotation of a motor, the direction of movement of the car is determined by the direction of rotation of the drive sheave around which the rope is wound. In the case of Leonard drive, the factors that determine the detection of motor rotation are the detection of generator rotation, the polarity of the motor field and the polarity of the generator.

In order to perform closed loop control, in addition to this, a feedback value with appropriate polarity is required. In the illustrated embodiment of the Leonard drive control,
These values are motor speed, armature current and motor field current.

The conditions imposed by the installation are detection of generator rotation (depending on the generator layout), polarity of the motor field current feedback signal (depending on the control layout) and car suspension. Therefore, detection of generator rotation and correct connection of the motor field current sensor must be visually checked. The polarity of the motor field, the polarity of the generator field, the polarity of the motor speed feedback signal (velocity V), and the polarity of the armature current feedback signal (Isensed) must be set to be an appropriate combination in the desired running direction. Must be.

[0049] This can be done by hardware wiring or by software. In terms of cost, adjustment using software is preferable. Since the direction of the motor field cannot be changed by software, the polarity of the motor field is left unadjusted. In the illustrated embodiment, no device is used to actually detect movement of the car. This must therefore be checked visually and entered manually.

[0050] In the open loop in a downward run in the drive state, the actual speed (V on line 84) and armature current (IA (sensed) on line 64) and car movement are measured. If there is an abnormality in the sign,
An open loop is chosen to prevent vibrations.

Non-zero armature current feedback values and motor field current feedback values indicate that the system is operating normally. Differences in car movement or actual speed or armature current polarity are defined as sign anomalies.

The combination of sign anomalies in these three values is caused by the combination of differences in polarity of the speed encoder signal, the armature current signal, and the generator field. Once the results are entered into tool 112 by the service person, the setup program of FIG. 4 is started at step 200.

Referring generally to FIG. 4, the drive uses constant firing angles of the generator and motor fields to set the operation of the elevator. If there is no sign abnormality, all feedback signals have the same polarity, and the polarity of the firing angle is also the same. The actual polarity of the armature current feedback signal is determined depending on the motor torque condition. To ensure that the drive torque is the drive mode torque, the drive motor must pull the elevator out of the brake state, independent of the direction of travel or independent of the steady state load of the car.

This is achieved by setting the initial firing angle and the delay in opening of the mechanical holding brake 84. The delay in brake 84 release is given by the natural time constant of the brake field coil. Also, by using brakes controlled by closed loop,
A time delay can be added to test the sign. By withdrawing from the braking state, the torque becomes a driving torque, and the armature current becomes a current in the running direction. This allows the system to determine whether there is a sign abnormality in the feedback of the armature current. Experience has shown that the point at which the car starts moving is suitable for determining or measuring the polarity of the feedback.

With respect to motor field current feedback, proper operation of the loop can ensure that the actuator and current sensor are in the PCB to prevent polarity changes in the field position. A difference in motor field coil connection is determined by a difference in motor torque polarity, and affects speed stability.

After the prescribed two minutes of operation, the routine measures and records the sign of the feedback signal. At this point, the elevator is stopped and it is determined whether there is an abnormality in the code. If there is an abnormal sign, the EPR shown in Figure 10
A software table stored in OM 18 is used to correct for different polarities of the feedback signal or actuator. Depending on the polarity of the code combination (speed, armature current, car running direction), the software internally outputs the polarity of the corresponding input (detected armature current on signal line 64) or the output of the firing angle signal (αGF) on signal line 72. change accordingly.

Even in the case of a sign anomaly in the speed feedback signal, this anomaly can be corrected by software or operated to display appropriate information such as tool 112 (change of encoder connection), and can be corrected by the service personnel. Reboots when the lead's connectivity is checked or indicated that the connectivity has changed.

Upon successful completion of the signal polarity test, the system is enabled to operate in closed loop mode;
The elevator is then moved and setup continues.

Referring to FIG. 2, a configuration operation is initiated at step 200 in response to a request from a service person. Step 202 is then executed. In this step 202, the DC generator field control signal on signal line 72 and the DC motor field control signal on signal line 56 are provided by the signal processing device 10 in an open loop manner, and the DC motor 32 slightly rotates the car. , the direction of movement is detected, and the movement is started.

In step 204, the sign of the armature current on the line 64 detected several seconds later is determined by the signal processing device 10.
It is recorded in the RAM 16 of. The sign of the detected speed signal on line 84 is also recorded. After recording the feedback signal, the open loop command signal on lines 72, 56 is stopped, as shown in step 206, and the elevator is stopped. Before the sign changes, the detected driving method is determined. Next, in step 208, it is determined whether the signs of the feedback signals match or do not match. This is Figure 1
This is done by referring to the 0 table. If there is an abnormality in the combination of signs, the signs are changed by software processing that inverts the sign of the input signal or inverts the sign of the generator field firing angle (αGF).

For example, step 212 is executed to interpret the sign of the feedback signal or change the firing angle by software processing according to the table of FIG. Alternatively, if the signs do not match, step 214 is executed to determine whether the sign of the speed signal does not match the observed direction of travel of the elevator. In case of a mismatch, the interpretation of the sign is reversed in software. Also, at this time, the tool can display a prompt requesting the service person to reverse the wiring of the tachometer 80. When the serviceman reverses the wiring, he performs an input operation via the tool 112 and connects the wire 113.
The signal processing device 10 generates a signal in step 218.
It is determined whether or not the wiring has actually been reversed. The whole process is then run again to confirm the code match. If a mismatch is detected in step 214, the process moves to step 220.

2. Brake adjustment control

According to the invention, the brake resistor must be adjusted in order to reduce the rocking during start-up. FIG. 11 shows the adjustment process for releasing the brake. This brake release adjustment is performed by changing the current increase rate in steps so that the brake is released in a desired time period. For example, this time period is approximately 85
It is 0 msec to about 950 msec. This time is defined by the time from the start of the brake release operation until the first pulse of the encoder 80 is detected. The brake adjustment is adjusted such that smooth release of the brake begins at this point. Adjustment instructions are displayed on the display according to the measured time, and the service technician increases or decreases the resistance value of the variable brake resistor on the control panel according to the instructions.

FIG. 5 shows the tool 112 being used by a service person.
The process is shown after a signal is provided on line 113 via step 224, and the process begins at step 224. Step 226 is then executed and a brake release command is provided on line 98 to switch 84c. At this point, a timer is started at step 228 and waits for car movement to be detected at step 230. When the start of car movement is detected in step 230, the timer is stopped in step 232, and the brake release time is read out in step 234. A determination is then made at step 236 as to whether the brake release time is greater than the first selected level 238 of FIG. If it is long, step 2
At 38, the resistance value of the resistor 85 shown in FIGS. 1, 2, and 3 is determined by the service person using the tool 112. This is done by reducing the brake resistance value by a small decrement. In step 240,
When the service person inputs the end of adjustment of the resistance value via the tool 112, the adjustment is performed and steps 226 and 236 are executed again.

If it is determined in step 236 that the brake release time is not longer than the first selection level 238, then a determination is made in step 242 as to whether the brake release time is shorter than the level 238. If it is not, the adjustment routine is ended in step 244 and the process returns to the main routine. If it is short, it is determined in step 246 whether the brake release time is longer than the second selection level 248 of FIG. If it is too long, the process ends at step 244. If not, the service person is prompted at step 250 to make an incremental adjustment to the resistance value. After that, the entire process of the program is executed again. This process is
The brake release time is set to the first and second levels 238,
This process is repeated until the time period specified by H.248 is reached.

3. Motor field adjustment

0067
] Motor field current is a parameter that defines the field operating point of an electric motor. There are two different values for the required field current of the motor. One is the rated motor field current (at full load) which indicates the rated speed and the rated voltage of the armature, and the other is the idling motor field which is indicated by a value reduced to about 30% of the rated value when the elevator is stopped. It is an electric current.

Since motor speed and armature voltage have a linear relationship, the motor field current is set at low speed. At the beginning of the adjustment, the motor is driven at 25% of the rated speed so that the start-up or initial value of the motor field current is sufficient for the speed range of the motor, for example 2A.

When the process starts at 260 in FIG. 6, the drive system is checked at step 262 when the set speed is reached. In this case, the first stage of adjustment is started. When the speed reaches 25% of the rated speed in steps 264 and 266, the armature voltage is measured and checked in step 268. This check is performed by determining whether the measured armature voltage is 25% of the rated armature voltage. Based on the relationship between the 25% of the rated armature voltage and the measured armature voltage, a new field current setpoint is calculated and provided in step 270.

In the second stage, in step 272, the motor is commanded to drive at the rated speed. At step 274, the motor field current is calculated by Imf=Imf+25%*Imf. While driving at rated speed,
The armature voltage is measured at step 276 and compared to a nominal value. Based on the results of this comparison, the calculated motor field current value is corrected in step 278 to provide the final rated field voltage.

The adjustment is terminated when the predetermined control evaluation of the motor and generator reaches the set limit value. This setting limit value is
For example, the Igf firing angle is 85% or more, and the Igf firing angle is 60%.
% or more. In parallel to the adjustment of the motor field current, it is also possible to carry out a special routine to measure the peak value of the firing angle during low speed operation at rated speed. The measured value and the maximum value of the firing angle are determined in steps 280 to 286.
This information is used for converter tap settings in

4. Adjustment of armature current control

[0073]
The armature current control device is composed of a PI control device. To simplify tuning, the response gain (Iarm-ga
(in-min, arm-time-max) are set to default values.

Gain (Iarm-gain-min, I
arm-time-max) is adjusted according to the operating point, ie the operating point of the system limited by the current flow discontinuity (Igf).

The parameters of Iarm-gain-max are adjusted in discontinuous operating regions, and the parameters of Iarm-gain-
The min parameter is set in the continuous operating region.

[0076] These adjustments are made successively in different operating regions. These adjustments are switched by the tool 112.

The performance criterion used to tune the armature control loop is step response. In practice, several steps are provided as shown in FIG.

Step response is the measured response of a control system to a step change in input. Although the invention is not limited thereto, this step responsiveness has desirable properties in order to maintain general acceptance and popularity. That is, step inputs can be easily generated, there are several measurement techniques for recording the time domain response to step inputs, and the fundamental characteristics of control system performance are determined by the step response. Figure 1 shows the measurement results of performance determined by step response.
3. That is, the response time of a step response is how quickly the system achieves the desired initial output level, and in this example, the maximum time is T = 80m.
sec, the minimum time is selected to be 60 msec. The maximum overshoot (peak value or maximum transient error) is a relative measure of the maximum output level for a given input (4
%). The adjustment function maintains the system operation in a stopped state until the set discontinuous region or continuous region is reached, and starts measuring the response time and overshoot when the set region is reached (see FIG. 13).

This is done by checking the discontinuous current signal (DCF). The measured discontinuous current signal is indicative of a discontinuity in the sensed generator current signal on line 76 during steady state drive conditions. When the magnitude of the DCF signal is outside the predetermined operating range, the system is halted until a DCF within the predetermined range is detected.

In order to obtain reliable results, the operation is repeated four times and evaluated each time before displaying the results. There is a one second wait between the two steps to recheck the closed loop speed control and setting adjustment areas. After the final step response is completed, the system waits 0.2 seconds, checks the results, and displays them on tool 112.

Depending on the results, parameters are internally increased or decreased and the process is automatically restarted. FIG. 14 shows the variation of the response time mainly evaluated depending on the parameters. For example, response time is 60 msec or more and 80 m
The adjustment is finished when the overshoot is within the range of 0 to 4% within sec. Once the adjustment is complete, the system is shut down. FIG. 7 shows the flow of the above-mentioned processing.

5. Feedforward gain adjustment

0
[083] In order to adjust the feed gain parameters, it is necessary to drive the elevator according to its speed characteristics. Velocity 0.4 m/s, acceleration. 0 m/s2,
The time characteristic of shaking of 1.5 m/s2 is set as a table function of velocity and acceleration. The elevator is 0.1m
It stops until the speed reaches /s. After running at constant speed for 1 second, the elevator is accelerated or decelerated according to a special characteristic (FIG. 15).

The adjustment routine is shown in FIG. 8 and begins with the occurrence of a characteristic and measurements of the maximum and minimum values of the output of the speed controller are made. The difference between the maximum and minimum values is displayed as the adjustment result. The process is performed by comparing the actual evaluation result with the previous evaluation result and determining which evaluation result is smaller. The optimal adjustment is obtained when the evaluation result is minimized. Figure 17 shows the characteristics of the measurement results of the set speed controller output at different gains, and Figure 16
(a) if the forward gain is too small, (b)
is too large, and (c) shows the optimal case.

The adjustment starts with a high gain, for example 500. The gain is decreased in steps of 20 in the direction indicated by arrow 300 in FIG. 17 while the evaluation of the measured values shows a decreasing trend. Adjustments are made continuously until the parameters are properly set. Once the adjustment is complete, the system will stop.

6. Adjusting the start time

By adjusting the start time according to the present invention, the shaking at the beginning of each run is reduced. This starting time is from the start of the brake release operation to the creep speed of 5 m.
This is the time until the start of the start-up sway reduction routine that increases the armature current in the running direction by m/s. (a in Figure 18)
), (b), and (c) show changes in the measured drive signals (brake current, speed, armature current) on the supply time axis. The current is gradually increased until the car starts moving.

Tuning is initiated using a set tuning parameter of 1500 msec. In the case of downward travel under no-load conditions, this initial parameter causes an upward displacement of the car mainly due to the delay in the start of the armature current. The launch time is reduced in steps that vary depending on the measurement results until there is no upward displacement of the car. A pause time of 2 seconds is set between each car start time adjustment, and the brake is returned to a full braking state within this pause time. The adjustment is completed when the displacement in the direction opposite to the running direction at the time of starting becomes zero. FIG. 19 shows the adjustment results according to the parameters.

FIG. 9 shows the start time adjustment routine described above, which is stored in the EPROM 18. A command to adjust the launch time is provided via tool 112 on line 113 and the routine begins at step 350. In step 352, the initial value of the delay time (tsd) is set to 1500 msec as shown in FIG. 18(b). This is the delay time from the time point (t0) when this brake release command is generated to the time point t1 when the starting torque characteristic starts. As shown in FIG. 18(c), the car starts moving at time t2. The actual speed in Fig. 18(c) is plot 35
4, while the velocity characteristic is shown by dashed line 356.

Returning to FIG. 9, step 358
When brake release is commanded, the starting torque characteristic 362 shown in FIG. 18(b) is generated at time t1 after the delay time tsd. Once movement is detected in step 364, the amount of displacement of the car is measured and stored. If it is detected in step 366 that the amount of displacement is not zero, the delay time is decreased in step 368 and steps 358, 360, 364
, 366 are repeated until the amount of displacement becomes zero. When the amount of displacement becomes zero, the process ends at 370.

[0091]

As described above, according to the present invention, a self-adjustment technique in a digitally controlled drive system for an elevator is provided, and the drive system can automatically perform self-adjustment. Further, according to the present invention, an elevator drive device is provided which performs self-adjustment using information obtained from internal signals.

Still further, according to the present invention, information obtained from internal signals of the system is used to display sufficient information on the display for the adjustment engineer to know the adjustment status of the hardware. This can be displayed using the display built into the personal computer or by connecting the personal computer to the elevator control device.

[0093] The present invention is not limited to the above-mentioned configuration, and various changes and modifications are possible. The embodiment shown above shows one mode for carrying out the present invention. It is. Accordingly, the present invention includes any construction that does not depart from the scope of the claims.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an example of an elevator device used to implement the adjustment method according to the present invention.

FIG. 2 is a diagram showing a circuit configuration for smoothly releasing the brake.

FIG. 3 is a diagram showing in detail the configuration of a control section in the block diagram of FIG. 1;

FIG. 4 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 5 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 6 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 7 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 8 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 9 is a flowchart showing each routine for performing the adjustment method according to the present invention.

FIG. 10 is a diagram showing a table used for control by the routine of FIG. 4;

FIG. 11 is a diagram showing the change characteristics of the brake current controlled by the routine of FIG. 5;

FIG. 12 is a diagram showing a set current during gain adjustment of the armature current regulator.

FIG. 13 is a diagram showing a drive step response including overshoot.

FIG. 14 is a diagram showing a response time change of the drive device according to the gain.

FIG. 15 is a diagram showing the output of the speed regulator according to the feedforward gain.

FIG. 16 is a diagram showing speed characteristics.

FIG. 17 is a diagram showing the output of the speed regulator when the feedforward gain is too small, when it is too large, and when it is optimal.

FIG. 18 is a diagram showing the brake current, armature current, and measurement speed necessary for starting time adjustment on a common time axis.

FIG. 19 is a diagram showing adjustment of the displacement amount of the car for determining the delay time in FIG. 18;

[Explanation of symbols]

10 Signal processing device 22 Elevator equipment 28 Sheave 38 DC generator 42 AC motor

Claims (10)

[Claims] 1. Supplying a signal that causes a response operation to an elevator system, supplying a detection signal indicating the response operation of the elevator, and comparing the magnitude of the detection signal with the magnitude of a set reference signal to determine the magnitude of both signals. 1. A method for adjusting control parameters for controlling an elevator system, characterized in that a difference signal indicating a difference is generated, and a control parameter is adjusted in proportion to the magnitude of the difference signal. 2. Supplying a torque command signal to move an elevator car, recording a detection signal indicating movement in the car, stopping movement of the car, and comparing the detection signal with a pre-stored reference signal table. If the code stored in the reference signal table does not match the sign of the detected signal, a change signal indicating the desired change of the selected detected signal is generated to change the sign of the selected detected signal. A method for checking a signal for controlling an elevator installation, characterized in that: 3. Supplying a brake release signal, sampling a signal indicating a brake release time after generation of the brake release signal, and determining the brake release time to be a reference signal range indicating a predetermined permissible range of the brake release time stored in advance. A method for adjusting the impedance of a brake in an elevator system, comprising comparing the impedance of the brake and generating an instruction signal for adjusting the impedance of the brake. 4. Generating a speed reference signal with a magnitude indicative of a fraction of the rated speed, generating a selected motor field current less than the rated current, and sampling a sensed armature voltage signal indicative of the speed of the motor. and comparing the magnitude of the sampled armature voltage with the magnitude of the stored signal indicating the same fraction as said fraction of the rated armature voltage,
A method for adjusting a motor field current of an elevator, characterized in that the motor field current is adjusted in proportion to a comparison result. 5. Generating an armature current command signal, determining the detected armature current signal at a selected time after supplying the command signal, and comparing the armature detection current signal with a pre-stored reference signal to determine whether both signals are detected. 1. A method for adjusting a gain for armature control, comprising: generating an adjustment signal proportional to a difference between the two; and adjusting the gain in accordance with the adjustment signal. 6. Supplying a speed characteristic command signal to a speed control device, measuring an output of the speed control device after supplying the command signal, and comparing the measured output of the speed control device with a stored reference signal, A method for adjusting a feedforward gain of a speed regulator, comprising: generating an adjustment signal proportional to the difference between the two; and adjusting the feedforward gain in accordance with the adjustment signal. 7. Setting the feedforward gain to a predetermined value, providing the selected speed characteristic command signal, recording the maximum and minimum values of the speed regulator, and indicating the difference between the maximum and minimum values. A method for adjusting a feedforward gain of a speed regulator, comprising: generating a difference signal; and adjusting the feedforward gain so that the difference signal becomes zero. 8. Set a start delay time larger than the final allowable value, command the release of the brake, activate the start torque characteristic after the initial delay time, and control the movement of the elevator car and the amount of rollback of the car. A method for adjusting an elevator starting time, comprising the steps of measuring and reducing a delay time, and repeating each of the steps while decreasing the delay time until the rollback amount becomes zero. 9. Generate a brake release signal, generate a torque command signal in response to the brake release signal, sample the magnitude of a detected position signal indicating the amount of rollback, and determine the magnitude of the position signal. A routine delay time adjustment method for reducing car shaking during starting, comprising proportionally adjusting the dead delay time. 10. Providing a signal that generates a step function of an armature current feedback control loop, measuring a detected armature current signal indicative of the response of the current feedback control loop to the step function, and determining the magnitude of the detected armature current signal. Compare the magnitude of the stored reference signal to generate a current difference signal indicating the difference between the two, measure the selected response time, and combine the measured response with a stored signal indicating the selected reference time. Adjustment of control parameters of an elevator apparatus, characterized in that a time difference signal indicating the difference between the two is generated by comparison, and the control parameter is adjusted in proportion to the magnitudes of the current difference signal and the time difference signal. Method.